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Digitized by the Internet Archive 

in 2013 

On behalf of the United States Department of Transportation, and poised at the beginning of 
a new century and new millennium, I am proud to announce the winners of the Transportation 
Design National Awards Program 2000. This awards program encourages design excellence by 
recognizing outstanding designs and honoring those who created them. 

We beheve that design excellence is one of the most effective means of achieving an efficient 
and effective transportation network. By recognizing exceptional transportation design we hope 
to encourage awareness of the benefits of quality design, highhght notable examples and stimulate 
development that enhances the quality of life in our nation. 

The award-winning projects illustrated here demonstrate the enormous value that excellent 
design brings to the experience of travel. All are innovative in both design and execution. And 
innovation is key to the success of America's transportation systems of the 21st Century. Trans- 
portation is about more than concrete, asphalt, and steel, it is about people. Innovation in trans- 
portation can help assure that our people lead safer, more prosperous, and more fialfilling lives. 

So it is with great pleasure that we acknowledge this year's winning projects and we commend 
their designers and sponsors. We urge everyone in the transportation community to follow the 
example of innovation they have given us by employing design excellence in every project. 

Rodney E. Slater 
Secretary of Transportation 


Few things are more essential to 
cities and neighborhoods — indeed, 
to virtually any form of contemporary 
settlement - than well-functioning 
transportation systems. 
The contemporary world is an 
increasingly mobile one, requiring 
evermore-responsive ways of 
transporting people and goods. 

From more than 260 submissions from across the United States, the Design for Transportation National Awards 2000 
jury is pleased to present the following 1 1 projects as Honor Award winners and 27 projects as Merit Award winners. 
These projects represent outstanding design thinking and execution. They deserve wide recognition and study as 
exemplars to guide future projects of similar purposes. The jury salutes the engineers, architects, landscape architects 
and planners; the sponsoring and coordinating agencies; the builders; and all those who contributed to such meritorious 
achievements in the field of transportation planning and design. 

Initially, the jury was divided into three sub-juries, separately examining submissions in three broad categories: 
1) architecture, historic preservation and adaptive use; 2) engineering, energy conservation, technology and systems; 
and 3) urban design and planning, landscape architecture, art and graphic design and special emphasis. Then the entire 
jury reconvened to review and agree upon the final selection of awards. Through a process of nomination, debate, and 
consensus building across design disciplines, the jury strove to articulate some general perspectives on transportation 
facilities design, in addition to recognizing exemplary work. 

Few things are more essential to cities and neighborhoods — indeed, to virtually any form of contemporary settlement 
— than well-functioning transportation systems. The contemporary world is an increasingly mobile one, requiring 
evermore-responsive ways of transporting people and goods. Yet, the optimization of mobility pursued as an indepen- 
dent variable, separate from the complex and overlapping web of other urban systems, ultimately works against healthy 
communities. One of the great planning lessons of the last decade or more, exhibited in many, but not all, of the submit- 
ted entries is this insight — engineering criteria alone are not sufficient city-making tools. Transportation infrastructure 
should facilitate and assist in city building, but not dictate (or limit) the way we live and enjoy life in our communities. 

While recognizing exceptional technical achievement, the jury sought to identify those projects that contributed more 
broadly to livability, sustainability, economic and cultural growth, and the enhancement of the shared environment — 
both human and natural. Evidence of integrated thinking and the goal to solve more than one problem were highly 
valued. Lastly, the jury sought out projects that appealed to the heart and the eye, moving us by virtue of their beauty, 
ingenuity, or humanitarian purpose. 

While one thinks of transportation projects as large and complex undertakings, and many are, several quite modest 
projects stood out for creatively addressing multiple objectives. The need for a culvert along a section of US Fiighway 83 

The engineering world finds itself 
in a transitional period in which 
emphasis is shifting from hardware 
to systems design, from adding 
lanes, for example, to traffic 
management technology. 

South in Webb County, Texas, led to the creation (at a cost of $25,000) of a bat habitat for 250,000 bats, the first 
of its kind in the United States. A statewide code for "Uve" snow fence designs in Minnesota achieves a unique 
combination of maintenance reduction of snow removal, an attractive landscape, and a winter form of environmen- 
tal art. The occasion of a new commuter station built near the remains of an old railroad roundhouse allowed a 
small archeological park to be built of reassembled fragments of the old roundhouse in Whitman, Massachusetts. 

Preserving evidence of our nation's heritage — including historic transportation infrastructure — seems 
increasingly important amidst the constant pressure to modernize, enlarge, and build anew. How marvelous 
to be able to recognize two preservation achievements, both in New York, at fundamentally different scales: the 
restoration of the Grand Central Terminal in Manhattan, the epitome of the monumental civic landmark, and 
the restoration of the almost domestically-scaled Forest Hill Station in Queens, the pre-car port-of-entry to one 
of the seminal turn-of-the-century suburbs. Forest Hill Gardens. Amidst many impressively restored and renovated 
bridges, stations, structures, and trails, the Columbia River Gorge Highway State Trail in Oregon stands out as a 
unique adaptation of an abandoned and largely destroyed 1920's scenic highway into over 10 miles of rehabilitated 
roadway for non-motorized recreational use. 

The engineering world finds itself in a transitional period in which emphasis is shifting from hardware to 
systems design, from adding lanes, for example, to traffic management technology. An impressive example of this, 
and the project that most directly addressed the Department of Transportation goal of enhancing international 
trade and competitiveness, is the US Coast Guard Vessel Traffic Services System. It enables ships to safely negotiate 
the Lower Mississippi River in closer proximity to one other. In honoring this project, the jury encourages innova- 
tion in "intelligent transportation." 

Another encouraging trend was the number of intermodal stations and light-rail systems submitted. Still loving 
their cars to be sure, Americans have, nonetheless, built 12 transit systems since the 1970's; and currently, there are 
five under construction, six-or-so in design, and nearly two-dozen more in preliminary concept stages. A decade-or- 
two ago few would have predicted the extent or success of the Dallas Area Rapid Transit system, whose imaginatively 
designed light rail stations deserve honors, and hopefully will inspire others around the country. 

As we endeavor to re-calibrate our national transportation priorities to accommodate alternatives to the car, 
perhaps eventually achieving actual reduction in auto-vehicle miles traveled, we also undertake the healing of 
transportation-induced urban wounds. The 1-91 Founders Bridge and Riverfront in Hartford, Connecticut, is 
an excellent example of covering a portion of an interstate highway to create a public space that reconnects the 

Memorable spaces, powerful 
imagery, ingenuity in giving form 
to engineering, and the innovative 
use of light, textures, and materials 
all leave strong impressions on 
one's experience of the world. 
Good design does matter. 

downtown and its riverfront. Few cities have healed larger wounds than Providence, Rhode Island, whose River 
Relocation Project could more accurately be called a "river uncovering project," exposing a portion of the Providence 
River from beneath roadways, traffic rotaries, parking lots, rail yards, and similar indignities added over the years. 

Lastly, the jury took delight in recognizing architectural excellence. Memorable spaces, powerful imagery, ingenuity 
in giving form to engineering, and the innovative use of light, textures, and materials all leave strong impressions on 
one's experience of the world. Good design does matter. Just ask those who travel through the new Ronald Reagan 
Terminal in our Nation's capital; cross the border in Calexico, California, emerge from the Los Angeles subway at the 
Red Line Station at Santa Monica Boulevard and Vermont Avenue, or use the Center City Park and Ride Facility in 
Des Moines. Why shouldn't transportation facHities that serve many, many people also aspire to be works of civic art? 
Several organizations that were recognized in the last DOT design awards competition with awards for outstanding 
design programs submitted new program works. The jury felt, however, that emphasis should be given to those projects 
and programs that were not previously recognized. At the same time, the jury would like to commend the New York 
Metropolitan Transportation Authority's Arts for Transit program, which was given an Honor Award in 1995, for the 
consistent high quality of its projects. The commitment of the MTA to include both permanent and temporary art 
projects in its facilities stands out as a national model. 

Despite an overall satisfaction with the award submissions and pride in presenting the 38 award winners, the jury 
expressed several concerns and suggestions. Too few submissions dealt directly with issues of sustainability, which 
enables development to occur in a more environmentally sensitive manner. Sustainability should be a stronger criterion 
in ftature award programs. While there were several examples of well-integrated design and public art, more frequent 
and better collaborations are needed. The urban design submissions were less compelling overall, perhaps warranting a 
broader outreach to potential submitters, or revamping submission requirements to put more emphasis on describing 
urban design goals and strategies. Given the increasing national attention to issues of livability, conservation, and smart 
growth, the jury recommended that the Department of Transportation consider instituting a joint awards program 
emphasizing livability with the Department of Housing and Urban Development. The jury also wondered whether the 
five-year interval between award programs limits the impact of the program. Overall, however, the jury commends the 
Department of Transportation for its leadership in sponsoring this awards program as a vehicle to champion the 
public's commitment to wise and innovative design. 


Alex Krieger (Chair) 

Architecture, Interior Design, 
and Historic Preservation 

Alex Krieger (Chair) 
Hanan A. Kivett 
Kate Diamond 
Donald Stull 
Mary Means 


James Poirot (Chair) 
John M. Kulicki 
M. John Vickerman 
Jonathan Esslinger 
Patricia Galloway 

Urban Design, Planning, 
Landscape Architecture, 
Art and Graphic Design, 
Special Emphasis 

Elizabeth Moule (Chair) 
Weiming Lu 
Lynda Schneekloth 
Wendy Feuer 
Roger K. Lewis 

Jury Photograph 
(From Left) 

Protjt Row: 

Mary Means 
Elizabeth Moule 
Patricia Galloway 
Kate Diamond 
Wendy Feuer 
Lynda Schneekloth 

Back Row: 

James Poirot 
John Vickerman 
Weiming Lu 
Hanan Kivett 
Jon Esslinger 
Donald Stull 
Roger Lewis 
John Kulicki 
Alex Krieger 


Admiral Clarey Bridge 

Pearl Harbor, Oahu, Hawaii 

Grand Central Terminal 

New York, New York 

Dallas Area Rapid Transit 

Dallas, Texas 

Historic Columbia River Highway State Trail 

Columbia River Gorge, Oregon 

Terminal B/C, 

Ronald Reagan Washington National Airport 

Washington, D.C. 

River Relocation Project 

Providence, Rhode Island 

Westside Light Rail 

Portland, Oregon 

United States Port of Entry 

Calexico, California 

Memorial Tunnel Fire Ventilation Test Program 

Charleston, West Virginia 

The Bat Dome Culvert 

Laredo, Texas 

Vessel Traffic Services Project 

Lower Mississippi River 

The color sidebars accompanying 
project descriptions are a selection 
of jury comments. 




The Admiral Clarey Bridge combines 
floating bridge design with fixed bridge 
design in a project that advances the 
engineering profession. The Clarey 
Bridge improves the access to Ford 
Island where approximately $ 1 billion 
of development is planned. The bridge 
incorporates the world's largest 
openable floating concrete draw span, 
930 feet, into a low profile structure 
that does not detract from the nearby 
U.S.S. Arizona memorial. 

In addition to the main 650-foot wide 
navigation channel for large ships, a 
portion of the fixed structure is raised 
to provide a 100-foot wide, 30-foot 
high small ship channel. The structure 
also incorporates sidewalks and bike 
lanes along with an in-water embank- 
ment at one approach that improved 
an existing waterfowl habitat. The 
Admiral Clarey Bridge, completed 
ahead of schedule and under budget, 
permits the U.S. Navy to utilize Ford 
Island to its fullest extent, maintain 
national security, and uses innovative 
technology while maintaining 
aesthetics of its surroundings. 

Pearl Harbor, Hawaii - the site of the U.S.S. Arizona Memorial that honors those who perished in the 
attack leading to the U.S. involvement in World War II - is not only a historic landmark, but an active 
harbor and center of the U.S. Naval operations in the Pacific. Most of the Naval base consists of dense 
development located on the shore of Pearl on the island of Oahu. However, the base also includes 

Ford Island, a 450-acre former World War II airfield in the middle of the harbor. 
In order to develop the under utilized Ford Island for much needed housing 

and administrative facilities, the Navy authorized the design and construction 

of the Admiral Clarey Bridge. The 4,700-foot long bridge connects the northeast 

corner of Ford Island with the island of Oahu. 

To provide an unobtrusive crossing and a navigation channel for large ships, 

engineers designed a unique combination fixed and floating bridge. The bridge's 
930-foot long floating concrete draw span (the world's largest openable span) is capable of retracting 
to create a 650-foot wide navigation channel. 

Opened to traffic ahead of schedule in AprU of 1998, the bridge was named after Admiral Bernard 
"Chick" Clarey, a decorated World War II submarine commander and later Commander-in-Chief of 
the Pacific Fleet at Pearl Harbor. Notable for its innovative structure and environmental sensitivity, 
the Admiral Clarey Bridge has enhanced safety, mobility, economic growth and national security 
while demonstrating technical virtuosity and economy. 



Parsons Brinckerhoff Quade & Douglas, Inc. 

Moffatt & Nichol Engineers 

Edward K. Noda & Associates 





A magnificent example of reclaiming 
the best of our history to help make 
a better future. 

This impeccable and exhaustive 
restoration not only reclaims the 
glories of this landmark structure, 
it significantly upgraded public safety 
and accessibility. The entire process 
from master planning to historic 
restoration, to incorporation of modern 
systems integration, to the retail 
revitalization plan was exemplary. 


Metropolitan Transportation Autliority 

Metro-Nortli Railroad 

GCT Venture, Inc. 

Beyer Blinder Belle Architects & Planners LLP 

Harry Weese & Associates 

STV/Seelye Stevenson, Value 8, Knecht 

After decades of deferred maintenance, this landmark building was crumbling. The roof leaked, 
stonework was chipping away and structural steel was rusted. Pollution and dirt had stained surfaces 
and commercial intrusions blocked out natural light. But in 1983 a new building operator took over 
operation of the building. In 1988 a design team was hired to develop a master revitalization plan. 
Completed in April 1990 the master plan was based on blending of historic preser- 
vation and modern change. Building on the strengths of the terminal's original 
architecture yet responding to the changing nature of its transportation role, the 
objective was to combine the needs of the user with income-producing revenue. 
As part of a general conditions survey, a comparative microscopical paint and 
color analysis of the sky ceiling revealed a great deal of information about the 
ceiling's original colors and its existing conditions. In 1991, cleaning tests were 
carried out on a portion of the ceiling in the southeast corner, near the figure of Aquarius. The 
striking contrast between the blue and gold brilliance of the cleaned portion, and the dim, dirty 
green and brown of the surrounding portion gave the illusion that a bright 
light was shining on the cleaned surface. To clean the entire ceiling an elaborate 
moveable scaffold was built. Completed in 1997, a fiber optics star lighting 
system was also installed to replace the old network of 40-watt incandescent 
bulbs and suspended glass dowels. 

The retail revitalization plan, managed by a joint venture of two firms, 
has extensively improved the building's amenities. 170,000 square feet of new 
and improved retail and restaurant space features specialty stores and services, 
fine restaurants, a new Dining Concourse on the lower level and a fresh food 
market. Retail offerings have been designed to appeal to a broad clientele, 
ranging from tourists to commuters and pedestrians to neighboring office 
workers and residents. It is a carefully balanced mix of returning tenants, 
nationally known establishments, and New York-based merchants. 





DART'S light rail stations exemplify 
how transportation can transform how 
a city thinks of itself. The system has 
tied together disparate areas, many of 
which have experienced revitalization 
or economic rebirth. The stations 
reflect genuine collaboration between 
multi-disciplined design teams and 
community committees. Each station is 
clearly part of a system, yet addresses 
a well-established set of criteria 
individualized to address neighborhood 
situations and needs. The simple 
vocabulary of arc elements, palette of 
materials, and integration of art makes 
the DART stations a model of city 
livability through design. 

Several factors were considered in designing a prototypical station for DART's light rail transit system. 
Although a recognizable system-wide identity is essential, subtle variations with each location ensure 
that stations blend with their environment and reflect the character of the surrounding communities. 
Recalling the great train stations of 19th century Europe and the interurban stations of early 20th 
century America, the arcade design of the canopies creates a unique light rail transit environment by 
visually and physically unifying the station and successfully integrating the overhead power distribu- 
tion wires for the electrically propelled train. 

The arcaded canopies are constructed of curved structural steel trusses and a standing seam 
metal roof. The colors of the trusses and canopy, the design of the column cladding and the platform 
materials and patterns vary from station to station. By the nature of a prototypical station concept, 
some features, materials and colors are consistent throughout the DART light rail system. System- 

__ wide, a balance of standardization and variability provides 
each individual station design choices of a wide range of 
materials and colors. Each station's individuality is attained 
through the Art and Design Program. This process allows 
for the architectural enhancement of each station to 
promote the adjacent context of each site. 

Landscape architectural design at each station is 
unique and site-specific for that station. The landscape 
architectural goals of environmental sensitivity and design 
creativity establish a station that projects a sense of quality 
and visual identification with DART and the community. 
The station's landscape architecture, facilities architecture, 
and art are interwoven to create sense of place, destination 
and interest. 

Dallas Area Rapid Transit 

Huitt-ZoUars, Inc. 

Hellmuth, Obala 8 
Kassabaum, Inc. 



A marvelous aaapiaoon oi the nation's 
oldest scenic highway, renovated and 
given new life as a recreational trail 
for cyclists, bladers, and walkers. 
Overcoming the challenges of 
topography and unstable soils took 
exceptional commitment by the 
Oregon Department of Transportation. 
Perhaps the biggest challenge was 
the rehabilitation of the Mosier Twin 
Tunnels, involving innovative ways 
of protecting visitors from landslides 
under nearby basalt cliffs. ODOT also 
succeeded in restoring many linear 
feet of masonry guard walls and 
the original 1920 two-rail wooden 
guard fence. 



The Historic Columbia River Highway (HCRH), between Portland and The Dalles, Oregon, was a 
technical and civic achievement of its time, successfully joining ambitious engineering with sensitivity 
to the surrounding natural landscape of waterfalls, basalt outcroppings, and stunning vistas in the 
Columbia River Gorge. 

Constructed from 1913 to 1922, the HCRH has gained national significance for its early use of 
modern highway construction technologies. It is also the oldest scenic highway in the Unites States. 
Since 1995, ODOT has undertaken work on three HCRH State Trail segments, which provide over ten 
miles of rehabilitated roadway for non-motorized recreational uses. 

New trailheads include parking areas and information kiosks. A 1996 Master Plan recommended 
returning the HCRH, both drivable and trail portions, to its 1922 appearance, when the route was 
completed. The HCRH is listed in the National Register of Historic Places; therefore, project work on 
the highway follows the Secretary of Interior's Standards for the Treatment of Historic Properties. 

Work on the trail included repairing or replacing reinforced-concrete spindle-and-cap parapet 
walls and repointing masonry guard walls on two half-viaducts. The project also consisted of a precast 
concrete tunnel under Interstate 84 and a trailhead lot in Cascade Locks. Further project phases 
involved rehabilitating 6 1/2-miles of roadway bypassed in 1953. One of the greatest obstacles on this 
project was reopening the Mosier Twin Tunnels and making them and nearby roadway sections safe 
for recreational use. 

The HCRH State Trail segments, especially 
the 6.5-mile section between Hood River and 
Mosier, provide a separated path that connects 
Gorge communities. The route's original 
maximum 5 percent grade requirement makes it 
ideal for the visitors of varying physical abilities. 

Oregon Department 
of Transportation 

Rob Dortignacq, Architecture, 
Family of Railing Systems 

Federal Highway Administration, 
Western Federal Lands 
Highway Division 

Office of Bibi Gaston 


URS Greiner Woodward/Clyde 


Quatrefoil, Inc 




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The Wew B/C Terminal is a significant 
contribution to the region's mobility 
while providing an appropriately 
scaled image for the Nation's Capital. 
The project design and engineering 
team overcame numerous hurdles to 
achieve design quality— constrained 
site, ongoing airport operations, and 
rigor of design review process in 
federal sphere. 

Use of natural light, terrazzo and 
printed structural elements creates a 
lively, uplifting atmosphere for air 
travelers— minimized traditional 
"hassle" and anxiety in short haul air 
travel-functions with high degree of 
efficiency/passenger/user comfort. 
Complete integration of existing Metro 
rail station into function of airport 
terminal provides seamless intermodal 
connection-as major goal of U.S. DOT 
in promoting pubic transit. 

The Ronald Reagan Washington National Airport is situated on the southwest side of the Potomac 
River with direct views to the Federal Core and the Mall. Located between the south and north 
hangar lines, the new 35-gate terminal comprises approximately 1 million square feet, including a 
1600-foot concourse designed to accommodate 16 million passengers per year. 

Part of the airport's $1 billion Capital Development Program, the terminal is designed to enhance 
the efficiency and experience of the airport for both the traveling public and the airlines. The design 
effort focused on solving the problem of creating an appropriate "gateway" to the Nation's Capital 
while simultaneously maintaining and enhancing operations at one of the country's busiest airports. 

The inter-modal connections of roadways, Metrorail rapid transit lines, and aircraft were all set 
elements that had to be factored into the design. Stringent dimensional restrictions, based on vehicle 
and aircraft dimensions, as well as operational and safety clearances, determined the height, depth 
and location of the building and influenced its overall footprint. 

The design is based on a 45' x 45' repetitive structural steel bay that establishes scale, flexibility 
and architectural proportions. Each bay is a dome topped with an 18-foot diameter glass oculus. The 
dome serves to establish a connection with the civic architecture of the Capital. Large expanses of 

glass enclose the east side of the concourse, further reinforcing 
the sense of scale and orientation for passengers and providing 
magnificent views of the airplanes and the river beyond. 

Metropolitan Washington Airports Authority 

Ronald Reagan Washington National Airport 

Cesar Pelli & Associates 

Leo A Daly 

Pierce Goodwin Alexander & Linville 

Morganti Incorporated 

Dick Corporation 

Parsons Management Consultants 

Balmori Associates, Inc. 

COM Engineers, Inc. 

Horton Lees Lighting Design, Inc. 
John J. Christie & Associates 
Ricondo & Associates 
Robinson and Associates 
Syska & Hennessy 
Urban Engineers, Inc. 
Crovatto-Miotto Mosaics 
Fireform Porcelain 
Architectural Glass Design, Inc. 
Architectural Glass Art, Inc. 





While this project is a relocation of the 
waterway, it really started in 1979 to 
relocate the rail tracks. This provided 
new land for the city. This project is 
about community enhancement and 
increased sustainability; it is about 
maximizing the investments made in 
existing cities to re-attract residents 
and businesses. This kind of project 
could well contribute to the slow down 
of suburban sprawl. 

The project fully integrates architecture, 
urbanism and arts programming to 
make an extraordinary place in the 
city — to provide it a new focus that 
will serve as an armature for human 
interaction. This project improves 
pedestrian and automobile access in 
a series of wonderfully scaled places 
that are appropriately designed to 
be continuous with the city's fabric. 


During the late 1970's, planners began to focus on some of the long-standing urban design issues in 
Downtown Providence, Rhode Island. Elevated rail tracks and parking lots divided Downtown from 
the State House and Smith Hill. The Providence River, which flowed between Downtown and the 
East Side, was covered over with acres of roadway decking. Cross-town traffic, as well as that from 
interstate access ramps, converged at the roadway decking and became congested and dangerous 
because of the highly irregular and ill-defined roadway pattern. Pedestrian circulation under the 
railroad tracks and across the roadway decking was unpleasant and dangerous. 

The Environmental Assessment of the Waterplace and Providence River and Deck portion 
was conducted by the Rhode Island Department of Transportation and completed in August 1984. 
The project was given the official name of Memorial Boulevard Extension Project because the plan 
included removing the decking. Opening up the Providence River, and extending Capital Center's 
Memorial Boulevard from where it ended at Steeple Street (Memorial Square) south to Crawford 
Street. In time the project became known as the River Relocation Project. 

With the completion of the $60 million project, over 1 1 acres of urban riverfront parks have been 
created for the enjoyment of the people of Providence and State of Rhode Island. Boats navigate to 
and depart from the Waterplace, utilizing nearly a mile of downtown river channels. Nearly 1.5 miles 
of riverwalks are available for pedestrians and joggers. An amphitheater and smaller plazas provide 
places for music, theater, and other forms of entertainment to be performed. 


Rhode Island Department of Transportation 
William D. Warner, Architects & Planners 
Maguire Group Inc. 






From the project's inception, a 
collaborative approach with engineers, 
architects and artists brought 
distinguishing character to the project 
which serves a variety of communities, 
institutions, neighborhoods and 
businesses. Project designers, working 
with local citizens, created a united 
system design that conveys the special 
character of each station and the 
community the train passes through. 

The system stations and station 
components-handrails, canopies, 
ceilings, signage-and integrated 
artwork are inventively composed 
and skillfully crafted. Equally 
important, they invoke the special 
character of Portland's urban and 
natural environments through use 
of both traditional and high-tech 
materials, forms and landscaping. 
Yet each of the four stations is unique 
in aesthetic character and identity. 
This project compellingly illustrates 
what is possible when architects, 
artists, engineers and contractors, 
along with government officials, 
collaborate and aspire to the highest 
of design standards. 

Portland's Westside Light Rail extends the city's successful eastside light rail system (MAX) 18-miles 
from downtown Portland to Hillsboro, the County seat of Washington County and the heart of 
Oregon's fast-growing SUicon Forest. The resulting 33-mile east-west line connects Hillsboro to the 
City of Gresham on Portland's eastside and provides additional mobility for residents through 
increased access to the region's established bus service. 

From the project's inception, one of the client's primary goals was the creation of a transit line 
of architectural and functional distinction. A collaborative approach with artists, architects and 
engineers working together brought distinguishing character to the stations which serve a variety of 
communities, institutions, neighborhoods, and businesses. Another significant goal was the effective 
and efficient use of federal, state and regional dollars used to fund the project. The nearly billion 
doUar Westside MAX project was Oregon's largest public works project to date and was completed 
on time and within budget. 

Internationally, MAX's development of the high-speed, low-floor car has provided opportunities 
to make accessible a rail system that fits in almost any right of way context. Strategically, the Westside 
has provided a new forum in which Tri-Met can lead the redevelopment of the communities it serves. 
Culturally, MAX continues to shape Portland communities as it encourages them to build and enables 
^ them with improved mobility and quality of life. The project's 
success is evidenced by the public's response whose patronage 
continues to exceed projections. 


Tri-County Transportation District of Oregon 

Parsons Brinckerhoff Quade & Douglas, Inc. 

Zimmer Gunsul Frasca Partnership 

OTAK, Inc. 

BRW, Inc. 

LTK Engineering Services 





The project involves the sophisticated 
use of forms and materials to reinforce 
function, and an innovative use of 
fabric structures to provide natural 
light, weather protection and image. 
Project design and layout exhibits 
a sensitivity to the physical desert 
environment and a dignified image 
reinforcing the significance of the 
boarder crossing. The total composition 
reflects high level of design competency 
and use of quality materials - provides 
further incentives to achieve design 
quality on similar facilities. 

This border station accommodates a great flow of people and goods moving across the border in 
both directions, and will ultimately serve as a catalyst for future development of the surrounding area. 
Located 125 miles east of San Diego on the United States/Mexico border, it is comprised of five major 
buildings totaling 75,000-square feet, with additional 185,000-square feet of inspection area. 

In order to respond to the desert climate as well as establish a strong sense of place, the design 
features Teflon-coated fiberglass, tensile roof structures which provide shaded, open-air canopy areas 
for the processing of pedestrians and bus passengers. These fabric roof structures are reminiscent of 
the tents and covered wagons that served to estabhsh the character of this region of the country They 
cut down on energy expenditure by diffusing sunhght into work areas and reflecting radiant heat. 

The inspection facilities have been sensitively designed to protect employees from the harmful 
effects of vehicular exhaust that is a result of the high volume of traffic passing through this facility. 

The buildings exterior utilizes a combination of concrete block, poured-in-place concrete, and 
precast concrete. A focal wall in the main building is articulated with subtly varying bands of lime- 
stone. A freestanding row of abstract monumental columns marches across the entry plaza through 
the main building, suggesting movement and continuity between the United States and Mexico. 


General Services Administration, 
Region 9, Design and Construction 

Dworsky Associates 

Martin & Huang International 


^ '«:■■ 


In a "first-of-its-kind" program, the 
transportation reuse of the abandoned 
memorial tunnel has dramatically 
increases the knowledge of the tunnel 
design professional through full-scale 
fire ventilation testing. 

The project will usher in a new era 
of knowledge and increased efficiency 
in tunnel ventilation systems. Wew 
approached to permit innovative 
reconfiguration and operation of 
tunnel ceiling and jet-fan-based 
ventilation is commendable. 



In a "first-of-its-kind" program, engineers turned the abandoned Memorial Tunnel near Charleston, 
West Virginia into a full-scale fire ventilation test facility. The Memorial Tunnel Fire Ventilation Test 
Program (MTFVTP) evaluated the effectiveness of different types of ventilation systems and different 
systems capacities to control smoke and heat in tunnels during a fire. 

Sponsored by the Federal Highway Administration and the Massachusetts Highway Department, 
the MTFVTP is the first testing program of its kind ever performed at this scale. Marking a new era 
in the design of ventilating systems for tunnels, the data collected is now contributing to new areas 
of research that will lead to new design tools and new construction techniques. 

Live fire tests began in September 1993 and tests program findings were issued in 1995. From 
improved public safety to lower construction costs, data fi-om the program is being used to set new 
standards in the design of road tunnel and subway ventilation systems. 

The wealth of data collected in the program will enable tunnel designers, operators and firefighters 
to develop analytical methods, standards and operating procedures for fire emergencies within road 
tunnels. The data will also permit the design of subway station ventilation systems that perform 
effectively, allow safe evacuation of passengers in the event of subway fires, and reduce capital costs. 

Massachusetts Highway Department/ 
Federal Highway Administration 

Bechtel/Parsons Brinckerhoff 

Innovative Research, Inc. 





The Bat Dome is significant in that 
it went far beyond traditional 
engineering thinking by addressing 
multiple purposes including the 
sustainability of the environment. 
Collaboration of engineers and 
biologists resulted in an inexpensive 
solution to a major conservation issue. 
This first of its kind design modification 
of a typical concrete culvert not only 
will preserve a valuable ecological role 
of the bat in controlling crop damaging 
insects, but will provide a future model 
to engineers as to how conservation and 
engineering can be combined to provide 
both a practical transportation function 
while meeting environmental needs. 

In recognition of the large numbers of bats that inhabit many of Texas' bridges and structures, and in 
an effort to answer the question of engineers and biologists, the Texas Department of Transportation 
(TxDOT) Bats and Bridges Study was begun in 1994 in collaboration with Bat Conservation Interna- 
tional, based in Austin, Texas. During and after TxDOT Bats and Bridges Study, discussion often 
centered on developing inexpensive methods to potentially increase bat habitat in bridges and answer 
the additional questions that occur during any research project. 

The Laredo District, in 1999, recognized the economic and ecological value of bats and agreed to 
build the first permanent transportation structure with consideration for purposefully attracting 
beneficial, insectivorous bats. The Bat Dome in Laredo is the first large scale culvert in the United 
States that has been modified and constructed to purposefully accommodate bat habitation while 
performing its intended function of moving storm water and keeping the roadways above passable 
during a rainstorm. 

Bridge design engineers at TxDOT modified the construction plans in 1999 for a culvert lengthen- 
ing already planned in Webb County, Texas. Based on observations made during the Texas Bats and 
Bridges Study, the probability of bat habitation in a culvert located in this county was higher than any 
other county in Texas. 

Further consideration for this location included an investigation of the historic high water mark 
and the flooding potential of this culvert system. Care was given to not flood or drown a bat colony 

that was purposefully attracted. The eventual 
estimated colony size based on the texture square 
foot of protected concrete surface provided is 
predicted to possibly exceed 200,000 bats. 

Texas Department of Transportation, Bridge Division 
Texas Department of Transportation, Laredo District 





The Ports and Waterways Safety 
System (PAWSS) uniquely combined 
achievement in safety and economic 
growth and trade. As the world's 
largest automatic identification 
system based vessel traffic system 
encompassing over 285 miles of 
the lower Mississippi River, the 
PAWSS will provide significant 
capabilities in monitoring and 
proactively disseminating valuable 
information in the marine operating 
environment, increasing safety in 
one of our most significant national 
waterway systems. The PAWSS holds 
the promise of increasing capacity 
in this important waterway without 
increasing existing workload or 
distracting the mariner, thereby 
enhancing U.S. competitiveness 
and efficiency in our marine 
transportation system. 

Vessel Traffic Service (VTS) Based On 
Automatic Identification System (AIS) 
fie Center (VTC) 



I, Course, Heading, 

The vessel Traffic Service (VTS) system of the Ports and Waterways Safety System (PAWSS) project is 
a national transportation system that collects, processes, and disseminates information on the marine 
operating environment and maritime vessel traffic in major U.S. ports and waterways. The PAWSS 
project mission is implemented by monitoring and assessing vessel movements within a Vessel Traffic 
Service Area, exchanging information regarding vessel movements with vessel and shore-based 
personnel, and where situations warrant, providing advisories to vessel masters. 

The VTS system at each port consists of a Vessel Traffic Center (VTC) that receives vessel move- 
ment data from the Automatic Identification System (AIS), surveillance sensors, other sources, or 
directly from vessels. Meteorological and hydrographic data is also received at the VTC. Automatic 
data processing equipment is used to provide operators with decision support in accomplishing the 
PAWSS project mission. 

The world's largest AIS based Vessel Traffic Services Area wiU encompass over 285 miles of the 
Lower Mississippi River. At this time the system has a working base of AIS transponders, radar and 
voice communications sensors. 

Why the lower Mississippi River? On average, approximately 650 ships from more than 45 differ- 
ent countries call on ports of the lower Mississippi River per month. Coupled with more than 2500 
barge movements monthly, waterborne commerce is a critical link in the inter-modal chain. This area 
accounts for over 300 million shorts tons of cargo, over 58 million short tons of U.S. grain exports 
(43% of all U.S. grain exports) and over 150 million short tons of foreign commerce handled annually. 


Lower Mississippi River 
Vessel Traffic service Area 

U.S. Coast Guard, Acquisition Directorate, 
Vessel Traffic Services Project Office 

SETA Corporation 

Locklieed Martin Naval Electronics 
and Surveillance Systems, Syracuse 

Ross Engineering Company 

MariTEL, Marine Communications System 

National Telecommunications and Information 



Center Street Park and Ride Facility 

Des Moines, Iowa 

Chesapeake and Delaware Canal Bridge 

St. Georges, Delaware 

Fred Hartman Bridge 

Houston, Texas 

Cleveland Hopkins International 
Airport-Continental Airlines 

Cleveland, Ohio 

George P. Coleman Bridge Replacement 

Yorktown, Virginia 

Edmonds Ferry Terminal, 
Overhead Passenger Walkway 

Edmonds, Washington 

Bridge the Divide and Cap 1-405 

Portland, Oregon 

Reconstruction of 1-91, 

and Construction of Riverfront 

Hartford, Connecticut 

Crosswinds Marsh 

Sumpter Township, Michigan 

Interstate Route H-3 

Oahu, Hawaii 

Maritime Off Ramp 

Oakland, California 

Main Street Overcrossing 

Hillsboro, Oregon 

Glenmont Metrorail Station 
and Parking Garage 

Glenmont, Maryland 

Vermont/Santa Monica/City CoUege 
Metro Rail Station 

Los Angeles, California 

Connecticut Scenic Roads Corridor 
Management Planning Project 


NC Scenic Byways Book 

North Carolina 

Catching the Snow with Living Fences 
(Design Guide) 


Thinking Beyond the Pavement 

State of Maryland 

Historic Terminal A Rehabilitation 
Project - Phase I 

Ronald Reagan Washington National 
Airport, Washington, D.C. 

Forest Hills Station Renovation 

Forest HiUs, New York 

The Preservation & Renovation 
of the Georgian Court Bridge 

Lakewood, New Jersey 

Celebrate the Century Express 

Washington, D.C. 

The Bike Stops Here 

Los Angeles, California 

MTA Metro Public Art Programs 

Los Angeles, California 

Yough River Trail Bridge 

Ohiopyle State Park, Pennsylvania 

Whitman Roundhouse Park 

Whitman, Massachusetts 

Maps of the Nation's Capital 
Through the Centuries 

Washington, D.C. 






This project makes an elegant, 
formal piece of architecture out of the 
mundane function of a park 'n' ride. 
The beautiful detailing of simply 
durable materials, and strong formal 
massing make this building a valuable 
addition to the urban fabric. The 
pedestrian experience from car to bus 
is enriched through daylighting, 
landscaping and an enlivening ground 
floor retail and childcare center. 

Like many cities, Des Moines is faced with increasing downtown parking and traffic congestion and 
air quality issues. Realizing that projected growth in downtown employment would exacerbate these 
problems, the City of Des Moines and Des Moines Metropolitan Transit Authority (MTA) conceived 
an intermodal transportation facility to be built one-half mile north of the central business district, 
as one critical step in reducing automobile trips into the downtown area. 

In its design, this transportation facility was to incorporate a parking facility for 1800 vehicles, 
a shuttle bus station to carry commuters into the central city, and a daycare center with an open 
playground. One project goal was to design the facility to be an asset to the neighborhood. Making 
this goal a challenge was the facility's size-engulfing one full "superblock" north of the Des Monies 
central business district. 

While the function of the building is to store vehicles, the first impression the public receives is 
that it is a "people place." The location of the Park and Ride's daycare center with its park-like setting, 
and the combination of warmth and openness of the shuttle station provide a welcome, inviting 
environment to those who move through or spend time there. 

The great success of the Center Street Park and Ride and the LINK shuttle services has led the 
City of Des Moines and the MTA to continue their partnership. Plans are now being developed for 
park-and-ride facilities on the south and west sides of the central business district. 


Des Moines Metropolitan 
Transit Authority 

Herbert Lewis Kruse Blunk 

Desman Associates 

Krishna Engineering 

Taylor Ball 

City of Des Moines 




The St. Georges, Delaware Bridge 
revolutionizes the design of concrete 
segmental bridges and has the longest 
concrete span in the Northeast United 
States at 750 feet. The aesthetically 
pleasing cable-stayed bridge utilizes 
pre-cast delta frames, has a single plane 
of stays supported by a single pylon. 
The innovative design features will be 
used many times in the future to obtain 
the economiccil and aesthetically 
pleasing results found in this bridge. 

Delaware Department 
of Transportation 

Figg Engineering Group 

Tilden, Lobnitz, & Cooper, Inc. 

Law Engineering 

David A Mintz. Inc. 

Boundary Layer 

Wind Tunnel Laboratory 

The Chesapeake 8c Delaware Canal Bridge in St. Georges, Delaware is an outstanding example of the 
advancement of concrete engineering technology in bridge design and construction. This bridge was 
built to meet a growing transportation need for a north-south relief route connecting 1-95 to the 
existing Route 1 at Dover, Delaware. 

The C & D Canal Bridge has the longest concrete span in the Northeast at 750ft. The new bridge is 
a precast segmental structure 4,650ft in length, 127ft wide, with 150ft typical approach spans. A key 
aspect of the bridge is the 750ft cable-stayed center-span crossing of the canal. It is the first concrete 
cable-stayed bridge in the Northeast. 

The precast delta firames in the main span unit are the most unique design feature of the bridge. 
The delta frame serves several important purposes. One, it allows the use of the same size box girder 
for the entire length of the bridge- from abutment to abutment; two, it allows the use of two smaller 
boxes in lieu of one large one. The economies in construction inherent in these two features have 
revolutionized concrete segmental construction to make it the most cost-effective construction for 
long span bridges. 





The double diamond towers of the 
Hartman Bridge are its identifying 
feature and combine the best attributes 
of functionality and aesthetics. The 
engineering function of enabling the 
towers to resist the high hurricane 
wind loads required by the location 
of the bridge through efficient truss 
action resulting from the triangular 
panels is beautifully expressed in the 
resulting shape. Aesthetic form truly 
follows function in this design, which 
illustrates that less truly can be more. 

The crossing provides a needed 
upgrade to regional runaway traffic 
and handling of hazardous materials 
by replacing a functionally obsolete 
tunnel. The additional traffic capacity 
required a relatively wide bridge. The 
double diamond tower shape facilitates 
the accommodation of the required 
number of traffic lanes. 

The Fred Hartman Bridge is a twin -deck cable -stayed 

bridge spanning a distance of 1,250 feet across the 

Houston Ship Channel. It replaces the old Baytown 

Tunnel and eliminates a major traffic bottleneck. As 

a hurricane evacuation route, the Fred Hartman Bridge 

is capable of carrying eight times the traffic volume as 

the old tunnel. An efficient, direct link across the channel ^L^ .^ 

is critical to area mobility and access among the various components of the refinery infrastructure. 

Whereas the old tunnel had become a "bottleneck," as discussed above, the Fred Hartman Bridge 

provides extra capacity for anticipated traffic well into the predictable future. 

New and innovative thinking characterized virtually all aspects of the Fred Hartman Bridge design. 
Whereas many major bridge designs are based on either a steel alternative or a concrete alternative, 
the Hartman Bridge represents a true blending of the two materials in a design which takes advantage 
of the inherent strengths and best uses of each. The use of dual roadways and twin towers in a "double 
diamond" configuration was a first for a U.S. cable-stayed bridge. 

Separate studies of wind effects, commis- credits: 

sioned through two independent resources, were Texas Department of 

Transportation, District 12 

used to verif)' the design's performance during 
hurricane wind conditions predictable in the 
Texas coastal area. Use of the concrete-steel 
composite design allowed the Fred Hartman 
Bridge to be as "light" as possible, while the 
double-diamond tower shapes serve to stiffen 
the overall frame of the light structure. The result 
is a spectacularly large, yet slender and graceful, 
structure which has become a Texas landmark. 

URS Greiner 
Woodward Clyde 



Concourse D at Cleveland International 
Airport is a return to clarity of 
expressing the framing elements 
(or building systems) as architecture. 
It is the layering of past and present 
stylizations to create visual character 
and psychological response. This 
straightforward and flexible design is 
informed by an aesthetic of aviation, 
bridges, factories, lofts, and machines, 
transformed into a technologically 
forward-looking composition. The 
clarity of the passenger movement 
pattern from "curb to gate," essential 
to ease anxiety and aid efficiency in 
airport design, is clearly present in 
this concourse. This is a meaningful 
contribution to the exceptional 
collection of new air terminals 



Concourse D is a regional air facility - one of the first to be 
completed in the U. S. system. It will serve the new regional 
jet market and support the expansion of air service to a 
greater number of mid-size and small American cities. 
Concourse D elevates the passenger experience by offering 
regional travelers the efficiency, comfort, and design quality 
expected at primary terminals. Passenger-friendly design 
provides a high level of convenience and integrated facilities 
ease access for transferring passengers while secure jetways 
and enclosed turbo-prop walkways provide safe access. 
Spartan satellite buildings, time-consuming jitney rides, 
and walks across the open apron are eliminated. The 
project's straightforward design, referencing the aesthetics 
of aviation and Cleveland's industrial heritage, offers 

flexibility and economy while providing a sophisticated new gateway to the city and region. 
Throughout the project, visual cues of form, material, scale, and 

volume distinguish the uses 

and sequence of spaces to orient the rushing traveler. Circulation cones, 

terrazzo flooring, yellow glass lanterns, artwork, gate and escalator 

openings, compression and expansion of height aU assist wayfinding. 
Natural light is emphasized. The stepped ceiling trays, the angled 

curtainwaU, and a clerestory bounce sunlight and control glare, creating 

shadow definition and restful spaciousness. Specially commissioned 

contemporary art projects created by Ohioans animate the moving walks 

in the pedestrian tunnel and float high in the escalator halls. 

SmithGroup, Inc. 

Continental Airlines, Inc. 

Robert P. Madison 
International, Inc. 

City of Cleveland, 
Department of Port 
Control/Cleveland Hopkins 
International Airport 





The adaptive reuse of the existing 
caissons made possible by innovative 
geotechnical investigations and 
analyses, as well as ship collision 
analyses, resulted in a significant cost 
and construction timesavings for 
this project. The float-in of large 
pre-assembled pieces, complete with 
everything from the roadway deck to 
the light poles, resulted in erection 
pieces, which were very large and 
heavy, but restored the bridge to 
service quickly. The speed of the 
float-in erection eliminated the need 
for a temporary bridge. The flow of 
traffic was improved through the 
installation of electronic toll collection. 

Vir0nia Department 
of Transportation 

Parsons Brinckerhoff 
Quade & Douglas Inc. 

Austin L. Spriggs 

Carson K.C. Mok 

To resolve the problem of traffic congestion on the George P. Coleman Bridge over the York River in 
Yorktown, Virginia, the Virginia Department of Transportation ( VDOT) commissioned a study of 
alternatives and to then design and provide construction services for a new bridge. One of the largest 
double-swing span bridges in the world, the new bridge was constructed off site and floated in( ready 
to use (in a stunning, non-stop, nine-day operation. 

Winner of the 1997 Grand Conceptor Award of the American Consulting Engineers Council, the 
77-foot-wide replacement bridge sits on its original caissons, has four 12-foot traffic lanes, 10-foot 
breakdown lanes, and features a state-of-the-art toll collection system. The double-swing span 
permits the passage of ships while maintaining a low profile in deference to neighboring Colonial 
National Historical Park (the site of the last major battle of the Revolutionary War. 

The bridge replacement design minimized impacts on the surrounding historic environment. Like 
the structure it replaced, the new bridge respects the proximity of Colonial National Historical Park 
and preserves Revolutionary War shipwrecks on the river bottom. Construction was also designed to 
avoid adverse impacts on the natural environment including such steps as: minimal land acquisition 
(only 0.04 acres); protection of wetlands; and coordination with the U.S. Department of Game and 
Inland Fisheries regarding the peregrine falcon, an endangered species, known to roost on the bridge. 
Reuse of the caissons helped to ensure the preservation of the site's archaeological importance. 



The facility demonstrates innovation 
in several of its elements: an aesthetic 
response with a utilitarian structure, 
performance in both technical and 
functional effectiveness, and economy. 
The jury was specifically moved by its 
design in that it is an "interim" facility, 
yet its parts can be reused at a future 
major, multimodal transportation 
facility and the terminal building can 
be converted for park or other use. 
This project encourages consideration 
for both future economy and 
sustainabUity while meeting today's 
transportation needs. 


Washington State Ferries 
CH2M Hill 
Hewitt Architects 




The Edmonds Ferry Terminal Overhead Passenger Loading Facility was 
constructed between 1997 and 1999 to provide an Americans with Disabilities 
Act compliant passenger loading facility that improves safety and capacity by 
separating pedestrian and vehicle traffic. The new facility is visually compatible 
with the picturesque community of Edmonds, Washington. 

The new Edmonds Ferry Terminal completes a key element of the water 
transportation system in Washington and provides links with Community 
Transit (Snohomish County), Metro Transit (King County), and Amtrak. It not only includes 
Washington State Ferries (WSF) design elements but also responds to the challenges of buUding 
on a narrow, elongated site, to environmental concerns, to Americans with Disabilities Act require- 
ments, and to the aesthetic concerns of the Edmonds community. It was successful in all respects. 

The WSF facility adds an important element to WSF's goal of effective transportation mobility. 
It is sensitive to both the human and natural environments, and ensures safe boarding by separating 
the entryways for pedestrians and vehicles. The facUity demonstrates innovation in several of its 
elements, an aesthetic response with a utilitarian structure, performance in both technical and 
functional effectiveness, and economy. 





In an era when freeway construction 
still threatens to disrupt the fabric of 
existing cities and the communities 
living in them, this project reclaims 
land long ago taken for the construction 
of an interstate. These gaps in cities 
almost never heal, so that the city has 
elected to take back their town is quite 
an extraordinary act. As an urban 
design project, the extension of the 
existing street grid creates the 
maximum flexibility of the land it 
generates and supports the most 
efficient access for transportation. 
That it is supported by the Oregon 
Department of Transportation is 
a milestone in changing our thinking 
away from concrete and towards 
reestablishing communities. 

Initiated in spring of 1998, the "Bridge the Divide & Cap 1-405" Vision Study assessed the feasibihty 
of recapturing portions of 38 blocks that were destroyed during the construction of Interstate 405 
through downtown Portiand, Oregon, in the 1960's. The study was undertaken as a joint effort of the 
American Society of Landscape Architects and the Landscape Architecture Foundation for the City of 
Portland Office of Mayor Katz. The project was supported by numerous city bureaus and state 
agencies, Portland State University, local neighborhoods, and business groups. 

The significance of the "Bridge the Divide & Cap 1-405" project was that it successfully engaged 
thousands of citizens to reach consensus on innovative design solutions for the heart of the city. It 
challenged the design community to exercise all their talents to come up with a more environmentally 
effective way to create development and handle intense circulation systems through the use of 
stormwater treatment, wetland areas, and terraced gardens. 

The capping of 1-405 will provide lessons that can be applied region and community wide. This 
project can lead to a new generation of public/private partnerships and a new approach to building 
neighborhoods. Improving the links and connections that tie the neighborhoods together is vital. 
Transforming a freeway from a barrier to a bridge by leveraging redevelopment is an idea that will 
make it possible. 


City of Portland 
Technical Team Members 
McKeever/ Morris 

West Bumside Corridor Gateway 



For decades, downtown Hartford was 
cut-off from the Connecticut River by 
a railroad and freeways. This project 
helps to realize the community's dream 
for recapturing the river. It provides an 
impressive sculptured stairway down 
to the river, and opens up the future 
possibilities of more riverfront walkway 
and open space. It is a significant step 
in revitalizing downtown Hartford. It 
signifies a new way of freeway design 
not to be a barrier to city building but 
as a vital linkage to urban activities. 



In the early 1980s as the Connecticut Department of Transportation (ConnDOT) was preparing 
to begin design of the improvements to the I-84/I-91 Interchange in Hartford, a new organization, 
Riverfront Recapture, Inc. saw that the major highway reconstruction being contemplated provided 
an opportunity to regain access to the Connecticut River. This group of visionaries conceived a city 
reunited with its river, long since separated by flood control wails, dikes, the railroad and Interstate 9 1 . 

The Riverfront Recapture Amenities consist of an extensive network of plazas, elevators, ramps, 
and stairs. A deck of lawns, plant beds and trees. Riverfront Plaza is an elevated urban park con- 
structed of decorative pavement, light pink colored precast concrete curbs, walls and seating areas, 
and ornamental lighting topped by gold domes to mimic the dome of the Old State House. 

In plan view the plaza is an acute triangle opening toward the east from the city toward the river. 
A grand staircase and a public elevator provide access from the Columbus Boulevard and State Street. 
The success of this project and other recent riverfront development proposals clearly reflect the well 
conceived notion that Hartford's reunion with its riverfront has brought new life and vitality into 
Connecticut's capital city. 

Connecticut Department 
of Transportation 

Berger, Lehman Associates 

Carol R. Johnson, Associates 

Riverfront Recapture, Inc. 

GBQC Architects 

Brecher Associates 

Bourne Consulting Engineering 





Through careful planning, the 
responsible agency succeeded in the 
restoration and creation of a much 
larger wetland, totaling 1000 acres. 
It has become a new public open space 
expanding positive recreational uses 
and education purposes. It demonstrates 
expansion of transportation facilities 
need not always destroy the natural 
environment. With a sensitive ecological 
approach, it can expand and enhance 
open space opportunities, and create 
important habitat. 


Wayne County, 
Department of Airports 

JJR Incorporated 

The creation of Crosswinds Marsh 
consisted of wetland mitigation for 
several airport improvements, which 
when combined, amounted to 1,000 
acres, one of the single largest wetland 
mitigation projects in the country. 
The focus was to utilize pre-existing 
natural features, thereby increasing 
the probability of successful wetland 
replacement. The general design concept for the project involved impounding the site's primary 
watercourse, the Disbrow Drain, with a low earthen dam and concrete overflow structure, which in 
turn created a higher water elevation with varying depths and wetland types behind it. Wetland types 
at Crosswinds Marsh vary from emergent wetlands, shallow water, deep water, forested, wet meadow, 
and deep-water aquatic habitat. The design concept used to create these environments represents the 
most cost-effective technique in creating wetlands. 

The site also provided a valuable opportunity for public use. Wayne County committed to a 
number of passive recreational uses including: 1) interpretive trails (including boardwalks through 
various wetland systems), 2) a screen house for accommodating large groups, 3) a perimeter access 
road for horseback riding, 4) canoe trails (designed through the wetlands), and 5) fishing piers. The 
wetland mitigation site was opened in May 1997 as a Wayne County park. Since then, public use has 
risen dramatically with over 15,000 visitors recorded in 1998. Of particular interest has been the use 
of Crosswinds Marsh for educational purposes. The site now is being used as an outdoor classroom 
by elementary, high school and college-level programs. With its tremendous public response, Metro 
Airport's solution in Crosswinds Marsh can serve as a model for other airports to solve their own 
wetland mitigation challenges. 





The Interstate Route H-3 Freeway is an 
outstanding combination of technical 
innovation, program management that 
allowed increased mobility relieving 
congestion spurring economic growth 
and trade and consideration for 
environmental responsibility. Wot only 
does the freeway fulfill the needs of 
the community with its utility and 
environmental sensitivity, but H-3 
provides a direct route for fast and 
efficient access between the Pearl 
Harbor Naval Base and Kaneohe Marine 
Corps Air Station, fulfilling the goal 
of enhanced national security. 

With its soaring viaducts and scenic views, its mile-long tunnels through an ancient volcanic moun- 
tain, and its path through some of the most rugged terrain in Hav^faii, the Interstate Route H-3 
Freeway is the largest public construction project in the state's history. Thirty years and $1 bUlion in 
the making, it progressed through two decades of environmental issues and numerous design and 
construction challenges, ultimately emerging as an engineering marvel- an outstanding combination 
of program management, technical ingenuity, and environmental responsibility. 

Advanced electronic systems are employed to monitor traffic over the full length of H-3. Devices 
such as closed-circuit TV cameras, electronic message boards, vehicle detectors, speed recorders and 
emergency call boxes are continuously controlled and monitored from a central control center. The 
one-mile long twin-tube trans-Koolau tunnel has one of the most sophisticated control and monitor- 
ing systems in the United States. 

According to Engineering News Record, Interstate Route H-3 "promises to be one of the most 
spectacular mountain drives in the nation." Fulfilling the needs of the community and the vision of 
the engineers who planned, designed, and managed the construction of this project to preserve and 
protect the rugged and beautiful terrain, H-3 is an outstanding civil engineering achievement. Its 
utility, environmental sensitivity and beauty will long benefit islanders and visitors alike. 


State of Hawaii, Department of Transportation 

Parsons Brinclierhoff - Hirota Associates 

Engineers Surveyors Hawaii, Inc. 

Nal^amura & Tyau, Inc. 

Park Engineering 

Sato & Associates, Inc. 

SSFM Engineers, Inc. 

R.M. Towill Corporation 

Wilson Okamoto & Associates, Inc. 





The Maritime Off Ramp project 
economically proved the capability of 
the U.S. bridge construction industry 
to construct and erect the first curved 
orthotropic steel deck bridge. Leading 
the way for larger orthotropic 
suspension bridges in the future. 

The ingenious erection method 
permitting the special hydraulic heavy 
lift (3-365 ton pieces) method in three 
nights over the busy 1-80 freeway is 
especially commendatory. 

This bridge was added to the intersection of the 1-80 and 1-880 freeways to improve the safety, 
mobility, economic growth and trade, and national security by providing rapid access to the Maritime 

area or port area of the City of Oakland, California. The 
new bridge needed to be made seismically safe, very shallow 
in depth and be made of durable materials with a 50 to 
100 year useful life. 

This bridge was included as a supplement to the 
replacement bridges for the collapsed 1-880 "Cypress 
Viaduct" to improve access to the Maritime area. 
Liquefiable soils are below the bridge requiring a very ductile foundation to resist earthquake forces. 

The designer used a unique solution of all-steel curved bridge, or orthotropic curved bridge, to 
achieve the goal of a shallow depth bridge. The steel deck acts as the top flange resulting in a total 
bridge depth of only seven feet. The steel industry and others have recognized this bridge as an 
advancement in the bridge design, fabrication, erection and construction. The clean smooth curve 
of the bridge achieved an aesthetically pleasing shape to the thousands of commuters driving below 
the bridge. ___ .„„_,„„,„.. - - 


California Department 

of Transportation (Caltrans) 

Kaiser Engineering Inc. 


Candraft Detailing, Inc. 

Universal Structural, Inc. 

Shaughnessy and Company 

Bethlehem Steel 





The Hillsboro, Oregon, Main Street 
overcrossing is a unique solution for 
a light rail transit route crossing over 
a highway. The span is approximately 
250 feet, which allows for future 
highway expansion and the arch 
solution provides for an unobstructed 
span without a center pier, avoiding 
a potential safety hazard. The arch, 
which was selected from 14 alternatives, 
has developed community pride as the 
gateway entrance to Hillsboro. It saved 
one million dollars over the preliminary 
estimate and minimal environmental 
impacts resulted during construction. 


The Main Street Overcrossing is one of four bridges on the six-mile Hillsboro Extension of the 
Westside Light Rail Transit (LRT) in Portland, Oregon. It stands as a unique landmark for the City 
of Hillsboro, while serving as a critical element for the Westside LRT system. 

The structure features a 78-foot high concrete arch supporting a concrete box girder bridge, 
wrhich carries a double track light rail line. The concrete box girder bridge was selected because it 
was economically competitive, practical and aesthetically pleasing. Oriented in this configuration, 
the Main Street Overcrossing is believed to be the only application of a reinforced concrete arch 
supporting a major transportation facility. 

The Main Street Overcrossing provides an aesthetically pleasing gateway for light rail patrons 
and roadway users entering the city of Hillsboro. Located along a tree-lined roadway leading into the 
downtown area, the arch provides a striking entry that is highly visible from the transit and roadway 
levels. The shallow, concrete superstructure permits the lowest track profile and results in minimal 
noise impacts to surrounding residential properties. The thin superstructure also enhances the visual 
aesthetics of the bridge, providing a more pleasing appearance. 





Glenmont is a refreshing illustration 
of the qucility of simplicity (minimalism) 
at a time when architecture seems 
fascinated with a kind of exploration 
in chaos. It presents a quiet elegance 
in iconography, geometric order and 
materials all together appropriate in 
use and context. It further represents 
a somewhat recent continuation in 
the Metro system development— an 
innovative forerunner of the re-birth 
of U.S. public rapid transit. 

Washington Metropolitan Area 
Transit Authority 

URS Greiner Woodward Clyde 

Karn, Charuhas, Chapman & Twohey 

Navy Marshall & Associates PC 

Harry Weese Associates 

Parsons Transportation Group, Inc. 

The Glenmont Station surface complex was designed 
as a terminal station at the northeast extent of the 
Glenmont-Shady Grove line of the Washington, D.C, 
Metrorail system. Surface facilities consist of a bus 
terminal, a parking garage, and taxi and kiss and ride 
facilities. A covered pedestrian walkway joins these 
facilities together, providing weather-protected access 
to the Metro system. This type of continuous protec- 
tion is unique to the Washington Metro system, and 
its recognized success justifies the inclusion of similar 
facilities in future station construction. 
Canopy protection was provided from the parking facilities and bus terminal to the covered 
escalators and elevator. With requirements for width to avoid overcrowding, height for a sense of 
space, and adequate ventilation to avoid heat build-up, the dimensions of the canopy were based on 
the number of busses to be served and their distance from the escalators. The canopy was designed 
with slender space-frame supports holding clear, tempered glass panels, and ids provided with 
continuous lighting for nighttime operations and security. 
Metro passengers can reach their bus or garage-parked 
vehicle with complete overhead weather protection. 

Riders' use of the Glenmont Station, after a year in 
operation, averages 8800 daily weekday trips. Public 
appreciation of the pedestrian protection has been imme- 
diate and vocal, confirming the usefulness of this idea, and 
the wisdom of including it in the Washington Metropolitan 
Area Transportation Authority's surface facility criteria. 





The design is an exemplary 
demonstration of the value of 
collaboration between art and 
architecture. The sculptural entrance 
canopy and lighting create a strong, 
clear image in the midst of urban 
clutter. This design pushes the limits 
and creates a memorable public place. 

This Metro Rail station is part of the expanding subterranean pubhc transit system that connects 
downtown Los Angeles with various outlying areas. This station, located along Vermont Avenue, 
a major north/south boulevard west of downtown Los Angeles, serves nearby businesses, residences 
and institutions, such as Los Angeles City College and the Braille Institute. 

The station consists of an urban transit plaza from which the station is entered, and the sub- 
terranean station which includes ticketing mezzanine and train platform. One of the two entries 
to the station is marked by a single powerful and sculptural gesture, a large elliptical metal canopy 
that appears to hover over the station entry. An elevator enclosed within a trapezoidal glass box serves 
disabled passengers. A row of tall custom light standards painted bright red illuminates the square 
at night and serves to create a monumental scale and rhythm along the street during the day. 

The transition from the plaza into the station is modulated by a glass block skylight over the 
escalator passage. This space softens the transition from bright sunlight to the muted light of the 
interior of the station. Reflecting his inquiry into issues related to the project, artist Robert Miliar 
layered thousands of subtly painted questions onto the concrete surfaces of this entranceway. 
The interior of the station is defined by a series of stainless steel elliptical louvers that recall the 
shape of the entry canopy, and by extensive stainless steel paneling. 

Los Angeles County Metropolitan 
Transportation Authority 

EUerbe Becket; Merhdad Yazdani, 
Design Principal 

Lynn Capouya Associates 

Martin & Huang International 

STV/Seeyle Stevenson Value & 

Robert Millar, Artist 

Fraser, Utility Planning 

Engineering Management 
Consulting Team 

Horton Lees Lighting Design 

Kewit-Shea, A Joint Venture 

Timothy Hursley, Photographer 





Roads can destroy towns, villages 
and neighborhoods, or enhance them. 
The Connecticut Scenic Byways project 
which developed new approaches to 
preserve quality and guide change 
along scenic roads should have far 
reaching ramifications, through 
evocative illustrations, clear examples, 
and simple solutions. 

The study proves how growth can 
be accommodated without destroying 
the very factors that make a "place" 
desirable. Distribution and the 
handbook implementation of model 
projects are critical to capturing the 
benefits that this project holds out. 

For the last four years, the Connecticut Department of Transportation (ConnDOT) and 14 diverse 
towns have been the laboratory for promising new approaches to preserve quality and guide change 
along the state's outstanding scenic roads. In 1993 ConnDOT committed to an unprecedented level of 
collaborative planning, centered on 14 segments of designated scenic roads, totaling over 100 miles. 

The goal: develop workable approaches for managing change along scenic roads. The scenic roads 
in question transverse a wide range of outstanding areas of strong visual character and landscape 
types - along the coast of Long Island Sound, through the Litchfield Hills, along the Housatonic 
Valley, through picturesque mill villages, and across the rural countryside of northeastern Connecti- 
cut. These beautiful places are coping with strong development pressures. Road conditions are equally 
diverse and challenging, involving such conflicting goals as safety vs. beauty, accommodating pedes- 
trians as well as vehicles, and balancing sensitive maintenance with fiscal realities. 

The professional team was led by landscape architects, with strong support from community 
planners, designers and civil engineers who understood Connecticut's particular road design issues 
and practices. The team's approach was to foster collaboration, actively involving in the effort those 
organizations, road users, major landowners, and ConnDOT officials whose motivation would be 
essential to long-term success. 



Connecticut Department of 
Transportation, Scenic Roads 
Advisory Committee 

Lardner/Klein Landscape 
Architects, P.C. 

Hutton Associates, Inc. 

Mary Means & Associates, Inc. 

A-N Consulting Engineers, Inc. 

Kenneth Knickemyer 

Higgins & Quasebarth 

Studio 450 

Scenic America 




This guide is a success both in form and 
content. The colors, layout, photographs 
and maps supplement a well-written 
text that make it an easy-to-use-guide. 
The 15,000 lucky people who obtained 
free copies of the brochure will also 
gain awareness of the State's unique 
natural and cultural assets as well as 
some of the North Carolina Department 
of Transportation's other innovative 
programs, such as the one that seeds 
highways with indigenous wildflowers. 
The booklet is a model of the high 
quality of work that can be done as 
a coordinated effort by "in-house" 

North Carolina 

Scenic Byways Program 

North Carolina Department 
of Transportation Roadside 
Environmental Unit 

North Carolina Department 
of Transportation Public 
Information Office 

JuUe Whitchard, Graphic Artist 


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From the cascading waterfalls on Whitewater Way to the salty marshes along the 
Outer Banks Scenic Byway, motorists can experience North Carolina's natural beauty 
on more than 1,700 miles of scenic byways. 

The NC Scenic Byways Book was developed to support the goal of highlighting 
scenic roads for public viewing and enjoyment while raising awareness for the 
preservation of North Carolina's unique natural and cultural intrinsic qualities. This 
new booklet features 44 byways scattered throughout the mountains, piedmont and 
coastal plain. The routes are designated by the NC Board of Transportation to 
embody the rich culture and beauty of the state. 

The development and design of the book were completed exclusively "in house." 
Project work and development was a coordinated effort between the Scenic Byways 
Program Coordinator and the Public Information Office graphic artist. 15,000 books 
were distributed within the first three months after publication, and it was well 
received by the public and press. The book was identified by The New York Times as 
"one of the best-looking free booklets published by any state in years" (01/04/98). 





Snow management is a critical safety 
and mobility issue in northern climates 
and reflects a major economic invest- 
ment for winter cities. The manual. 
Catching the Snow with Living Snow 
Fences, significantly addresses 
all of these issues both scientifically 
and artfully. Based on a thorough study 
of snow accumulation patterns, the 
manual provides guidelines for the 
design of living fences, selection of 
plant material and management of 
the corridors. It is an excellent 
advancement for transportation 
management in northern areas and 
promotes safety and accessibility 
through an ecologically sound 
mechanism that improves not only 
snow management but also the 
overall quality of highway corridors. 


Living Snow fences are a low-cost solution to prevent problems from blowing and drifting snow. 
Strategically placed and properly designed, these living barriers trap snow as it blows across fields, 
piling the snow up before it reaches the road, waterway, farmstead or community. Until now there has 
been no comprehensive source of information to help those interested in properly designing, locating, 
and establishing living snow fences. 

Catching the Snow with Living Snow Fences is a state-of-the-art technical guidebook that provides 
information necessary for the proper design, installation and maintenance of living snow fences and 
community shelterbelts. For sites that do not support a living snow fence, criteria for the use of 
structural snow fencing is also provided. Proper site analysis, design and location of living snow 
fences is crucial because improper positioning and design of living snow fences can potentially cause 
more severe drifting snow problems and hazards on roadways. Another key feature of the publication 
is inclusion of a Minnesota Department of Transportation CD-ROM "expert system" for the plant 
selection entitled Woody & Herbaceous Plants For Minnesota Landscape & Roadsides. The "expert 
system", for use with personal computers, aids the living snow fence designer in selecting the right 
plant, right place, and right function. 

Minnesota Department 
of Transportation 

University of Minnesota 
Extension Service 

University of Minnesota Center 
for Integrated Resources and 
Agncultural Management 

Minnesota Board of Soil 
and Water Resources 

Minnesota Department of 
Public Safety-Division of 
Emergency Management 

Minnesota Department 
of Natural Resources 

Minnesota Department of Agriculture 

Minnesota Association of Soil 
and Water Conservation Districts 

Watonmran County 
Extension Service 

Kandiyohi Soil and Water 
Conservation District 

Olmsted County 
Higfiway Department 

U.S.D.A. Forest Service 

U.S.D.A. Natural Resource 
Conservation Service 

U.S.D.A. Farm Service Agency 

FEMA-Hazard Mitigation 
Grant Program 

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Thinking Beyond the Pavement is a 
Maryland State-wide program to 
educate transportation professionals to 
think beyond "capacity," "safety," and 
"flow." Based on newer and broader 
concerns, transportation planners are 
now asked to address the ways in 
which their projects contribute to the 
quality of life of the people-in-place. 
In other words, they now have to be 
sensitive to local, controversial, and 
ecological concerns. This thinking tool 
is designed to give these professionals 
new tools and skills such as process 
and collaborative training, different 
organizational structure and new 
design skills. 

All projects must rely on the 
competence and skill of those in the 
trenches and this program greatly 
increases the possibility that each act 
of transportation design, planning and 
implementation contributes to the 
overall quality of the environment and 
to the lives of people who live with the 
r^ults of these projects. 

In the fall of 1998, the Maryland State Highway Administration began to assemble transportation 
planners, engineers, and landscape architects from across the state to provide a teaching tool that 
would train transportation designers to think differently about design. The result of this effort is 
Thinking Beyond the Pavement, a presentation focusing on "Context Sensitive Design." The presen- 
tation has already been given in several sessions to over 350 transportation engineers, landscape 
architects and planners in the State of Maryland, as weU as through video conferences to five Regional 
Resource Centers of the Federal Highway Administration. 

In teaching a new model for Thinking Beyond the Pavement, the presentation focuses largely on 
the notion of "Context-Sensitive Design," using many examples of successful projects to demonstrate 
this concept. Context-Sensitive Design requires the design team to think about the impact the travel- 
way will have on the area it traverses, including the people who live, work or pass through the area. 

The team must first ask questions about the need and purpose of the transportation project 
and then address equally: safety, mobility, access, and the preservation of scenic, aesthetic, historic, 
environmental, and other community values. Context-Sensitive Design involves a collaborative, 
interdisciplinary approach in which citizens are part of the design process. 

Maryland State Highway 

Mahan Rykiel Associates, Inc. 

Sverdrtip Civil, Inc. 

Whitman Requardt Associates 

Community Conservation 
Group, Inc 





This project shows a respect for late 
40's early 50's Art Deco Style. The 
quality of execution (materials, lighting, 
signing, decorative elements) is superb. 
Finding suitable (adaptive) uses of 
spaces that enhance the restoration 
is particularly commendable. The 
level of documentation of the historic 
context of the airport for posterity will 
be extremely useful and informative 
for succeeding generations. Convincing 
the airport authority of the value of 
restoring heritage and providing funding 
to achieve results - reinforces the 
value in pursuing such opportunities 

Throughout the Metropohtan Washington Airports Authority's 1 0-year program to modernize and 
improve Ronald Reagan Washington National Airport, great care has been taken to ensure that the 
remarkable historic legacy of the Airport is preserved. The Historic Terminal A Rehabilitation 
Project-Phase I, which was completed in November 1998, is the first of a multi-phased program to 
redevelop Terminal A back into a fully functional air carrier terminal. Phase I effectively illustrates 
how seriously the Airports Authority takes its stewardship of this National Register-listed facility and 
established the standard for the projects to come. 

Because of its exceptional historic importance and unique architectural character, the redevelop- 
ment of National presents an extraordinary preservation challenge: to save the significant elements of 
the Airport's past, while building towards a dynamic future. 

By carefully studying and investigating original Airport structures, significant historic spaces and 
architectural elements were identified and protected. Redevelopment plans were then crafted to 
provide appropriate new functions for the historic facilities. Care was taken to program new uses that 
were compatible with the original architectural character and that would allow for a high-level 

restoration of original historic 
features. Not only do these restored 
facilities effectively fulfill their new 
functions, their historical interests and 
classic appearance enhance the 
Airport's unique character, to the 
fascination and delight of the Airport's 
passengers, staff, tenants, and visitors. 

Metropolitan Washington 
Airports Autfiority 

Ronald Reagan 
Washington National Airport 

Pierce Goodwin Alexander 
& Linville 

Robinson & Associates 

Parsons Management 

Hitt Contracting, Inc. 

Morganti Incorporated 

Dick Corporation 

Equestrian Forge 





The history or our nations railroads is 
a tangible illustration of the evolution of 
the great "democratic experiment." The 
Forest Hills Station historic renovation 
is an excellent example of this grand 
history and New York's role in the 
enhancement of it. Adaptation 
of the landscaping for ADA compliance 
without altering the historic structure 
through the use of ramps is a significant 
contribution worthy of note. The station 
joins with a string of wonderful railroad 
stations dotting the Long Island line 
jeing returned to useful life. 

The Forest Hills station was constructed in 1911 
and, by the early 1990's was in desperate need of 
significant restoration. Because of the historic 
significance and architectural quality of the station 
house exterior, the station had been nominated by 
the New York State Historian Preservation Office 
for Landmark Status. All building elements, 
whether new construction, renovation or restora- 
tion, were required to retain the historic character 
of the site. The station was original conceived as 
the focus and an integral part of the adjacent 

planned community, the plaza in fact called Station Square. 

The station is one of the true remaining gems of New York's historic transportation infrastructure. 

With the loss of the original Pennsylvania Station, Forrest Hills Station has been elevated to perhaps 

the most prominent of New York's stations from the era. 

The station complex was designed in the English Arts and Crafts style by architect Grosvenor 

Atterbury within a landscape designed by Frederick Law Olmsted, the renowned designer of Central 

Park. Forest Hills Gardens was designed as a garden 

community, specifically planned around this transportation 

facility as its focal point and unifying element. 

Amongst the many events that have occurred at the 

station was Teddy Roosevelt's "100% All American" speech 

initiating his second Presidential campaign. 


Long Island Rail Road 
Urbahn Associates, Inc. 
Daniel Frankfurt, PC 



Significant and faithful restoration of 
historic structure — extensive research 
and painstaking execution — 
recognition of its place in the region 
over time. Value in preserving our 
heritage regardless of cost or scale; 
encourages similar efforts elsewhere. 
Role of bridge in urban context — 
reinforcing overall quality of the 
physical setting. 



The Georgian Court Bridge is a unique brick arch structure constructed in 1899 in Lakewood, New 
Jersey to carry North Lake Drive over a lagoon connected to Lake Carasaljo. The structure was 
constructed as part of a large estate, called Georgian Court, for George Jay Gould, a railroad tycoon. 
Architect Bruce Price, a noted architect of the time, designed the structure in the Georgian style 
consistent with the estate. 

This project is a classic case for the application of the Secretary of the Interior's Standards for the 
Treatment of Historic Properties. Where possible preservation of materials was maintained. 

The bridge was returned almost exactly to the look from the period called the "Gilded Age" when 
it was originally constructed, thus matching the remainder of the estate. Restoration was used where 
preservation was not practical. Rehabilitation and reconstruction were also used where applicable. 
The work was reviewed and approved by the State Historic Preservation Office as being consistent 
with the standards. 

Freeholders of Ocean County 

Jenny Engineering Corporation 

Ocean County Engineering 





Celebrate the Century Express is 
an innovative educational program 
sponsored by the U.S. Postal Service. 
A specially designed and decorated 
train is traveling to over 100 cities 
and towns across the U.S. with child- 
friendly educational materials that 
describe the postal service and its 
relationship to the train system all told 
through the sense of postage stamps. 
It is an exciting way to introduce young 
people to the heritage of stamps, the 
transportation implications of the 
postal service, and take advantage 
of the contact to also educate children 
about train safety. 

The "Celebrate The Century Express" is a once-in-a-hfetime, old-fashioned whistle-stop train tour. 
The train which consists of four specially designed cars and a locomotive, is a program created 
to celebrate the heritage of America through stamp collecting and enhance the awareness level 

of historic treasures around the United States. As the world enters the 
21st Century, the Postal Service is able to reflect with pride on all of the 
accomplishments made over the past 100 years. From Rural Free Delivery 
to Express Mail, the Postal Service has experienced a world filled with 
dynamic changes, technological progress and multi-cultural diversity in 
the 20th century. The Express train provides an opportunity to celebrate 
the heritage of our diversified communities and bring people together. 
Additionally, the Postal Service recognizes that education is the foundation of the Celebrate The 
Century (CTC) program. Nearly 300,000 classrooms nationwide have enrolled in the CTC educational 
program. Special educational kits for the Express train have been sent to participating classrooms to 
provide teachers with creative learning aids to prepare students for the train tour. The Educational Kit 
contains a seven-page Teacher's Handbook, featuring a sketch of each car and fun facts about the CTC 
Express; a Student Activity Book with special train-related classroom activities; a folder highlighting 
the Celebrate The Century Express; and a ten-minute introductory video featuring "Mailed May," 
a young girl who was mailed to her grandparents via Railway Post Office car. 

United States Postal Service 

National Passenger Railroad 
Corporation (Amtrak| 

Fedor Expositions, Inc. 





This project demonstrates what 
fresh new way of designing an 
ordinary streetscape element 
can transform it into something 
extraordinary, and gives the 
cityscape beauty, surprise and 
new sense of identity. 

City of Los Angeles, 
Department of Transportation 

Southern California Institute of 

Community Redevelopment Agency 
of the City of Los Angeles 

The Bike Stops Here, a bicycle parking project was a collaborative effort of the City of Los Angeles 
Department of Transportation (LADOT) and the Southern California Institute for Architecture 
(Sci-Arc). The project was conceived by LADOT staff and executed by Sci-Arc, with funding from 
the City of Los Angeles Community Redevelopment Agency's Downtown Cultural Trust Fund. 

The Bike Stops Here integrates the concepts of standard bicycle parking and innovative design 
to add to the aesthetic landscape of Downtown Los Angeles. Racks were designed and fabricated for 
10 sites throughout the Downtown by Sci-Arc students. 

As a result of this small design project, several requests have been made to add "art" bike racks to 
streetscape projects throughout Los Angeles. Currently two projects have been funded and included 
artists in the development of bicycle racks as a part of the streetscape. In addition, a few private 
commissions have been made by building managers and developers who seek a more aesthetic 
solution to providing bicycle racks on their property. 





This comprehensive public art project 
is perhaps the most ambitious in the 
country, including as it does the widest 
variety of styles, forms, materials and 
ideas. The MTA Metro Arts program is 
mique in bringing function and art 
iogether in a fashion to delight the eye 
and soul, humanizing what is often 
seen as mundane transit. While 
stations within the Metro Rail system 
may be similar in terms of engineering 
- structural, electrical, mechanical — 
the artists and architects have made 
each one unique and appealing, fitting 
wonderfully into the community in 
which it is located. 

Recognizing that art can bring a touch of 
humanity to an often mundane commute, 
the Los Angeles County Metropohtan 
Transportation Authority commissions 
artists to incorporate art into a wide array 
of transportation projects. Celebrating its 
10th Anniversary this year, MTA Metro Art 
has developed a number of innovative 
public art programs which are often held up 
as models in the fields of both transportation and public art. In addition to a host of commissioning 
programs (over 175 artists have been commissioned for a wide variety of both temporary and 
permanent transit related projects) the department has developed a very active Conservation 
Program and Docent Tour Program. 

Described as "one of the most imaginative public art programs in the country" and one of the 
"World's 100 Best Design Ideas," MTA Metro Art has received several design and artistic excellence 
awards. It is recognized for its interdisciplinary approach, the broad range of artists selected, and its 
innovative and successful community involvement processes. 

Strong support has been demonstrated by over $1.5 million in municipal and corporate contribu- 
tions and by the respect and care given the works by the public. All artworks are created especially for 
the transit system and must meet safety, security, 
accessibility, maintenance, and environmental 
requirements. Artists are selected through a 
highly respected peer review process with 
community input. 


Permanent Art Programs 

MTA Metro Art 

MTA Construction 

Catellus Development 

Southern California 
Regional Rail Authority 

Temporary Art Programs 

MTA Metro Art 
MTA Construction 
MTA Operations 
Museum of Contemporary 
Art |MOCA| 

The Getty Center 

Poetry Society of America 

Docent Tour Program 

MTA Metro Art 
Metro Art Volunteer 
Docent Council 

Informational Materials 

MTA Metro Art 

SOS Design 

Tom Bonner Photography 





This is simply a very handsome 
pedestrian bridge, built with simple 
components and rising to the level of 
elegance through excellent design. 
Light and delicate as it bounds 
effortlessly across the river, its 
transparent form is a pure expression 
of the economical means used to 
construct it: Existing concrete piers, 
repetitive bow-string trusses made of 
weathering steel and a wooden 
walking deck suspended between each 
pair of trusses, the bridge 
charismatically harmonizes with the 
landscape. This project exemplifies 
how a systematically engineered 
structure can be intrinsically beautiful. 


One of the most popular transportation "recycling efforts" is Rails-Trails. Rails-Trails is a national 
endeavor that acquires abandoned railroad corridors and creates multi-purpose public paths. Rails- 
Trails provide excellent recreation and physical fitness opportunities, preserve diminishing open space 
and create natural corridors for wildlife. Studies have shown that these trails significantly boost the 
economy of the towns through which they pass as users spend money for food, beverage, lodging, 
bicycle rentals, souvenirs, and other related items. 

The Yough River Trail Bridge project was needed to complete the missing link in the state owned 
portion of the trail. For cost effectiveness and overall efficiency, the selection of a prefabricated bow 
string truss style pedestrian bridge was used as the basis for design. Weathering steel was chosen for 
the truss because of its low maintenance characteristics and its "natural" color; the deck is constructed 
with wooden planks. 

Bridge support utilizes the existing concrete piers with new elevated weathering steel pier bents. 
This combination of piers and bents provides an improved view of the river from the adjacent river 
and land areas, yet still gives the bridge that vintage railroad look which blends into the natural 
environment and meets the clearance requirements over the state roadway. This bridge enhances the 
natural environment without impeding or detracting from the landscape, local history, or especially 
the scenic view of the river. 


Commonwealth of Pennsylvania, 
Department of Conservation and 
Natural Resources, Bureau of 
Facility Design and Construction 





often archeology in transportation 
tjects ends up as reports and 
If acts in storage. Here, commuters 
perience how the past can give 
ntinuity to us today, for the 
orporation of an historical 
theological site into an urban park, 
ngs to life the story of Whitman's 
lustrial history. 

The purpose of the Whitman Roundhouse Park project was to create an archaeological interpretive 
park at the former site of an 1880s railroad steam locomotive servicing facility. This facility is located 
adjacent to the Whitman commuter rail station on the Massachusetts Bay Transportation Authority's 
newly restored Old Colony rail line between Boston and Plymouth, Massachusetts. 

The project goals were to carefully expose the archaeological remains of the structures on the site, 
to preserve remains through conservation and selective reconstruction, and to create an interpretive 
program. The project includes an historically appropriate landscaping scheme and an educational 
panel explaining the history and technology of the site. 

The Whitman Roundhouse Park is significant for the degree that it has enhanced the natural and 
human environment at the Whitman MBTA commuter rail station. The clean up of the original 
vacant dump site, sensitive environmental treatment of the adjacent riverbank, and the inclusion of 
indigenous plant species is a significant enhancement of the pre-construction natural environment. 

The park is also significant as an innovative historic preservation/public history project that 
interprets industrial archaeology through landscaping. It is a major new attraction and source of 
pride for the community, and a unique regional historic resource. It is a major educational resource 
with the potential to inform and educate commuters, local and regional school children, and private 
citizens about the transportation 
history and technology of the region. 


Massachusetts Bay Transportation Authority 
The Public Archaeology Laboratory, Inc. 
Carol R. Johnson Associates, Inc. 
J. F. White Contracting Company 
Sara B. Chase, Masonry Conservator 
Karl Bodenseik, Illustrator 
Katie Barnicle, ENSR 






(, b>„ . 

% L 

This project tells the story of America's 
Capital through mapping patterns 
embodying the city's history of 
development and transportation first 
established 200 years ago by the 
L'Enfant plan. This has been Joseph 
Passonneau's "labor of love" for many 
years and it's a labor that has been 
educational for citizens and 
professionals alike. The maps are 
beautifully drawn, graphically 
expressive and, above all, useful. 
They represent one of the best 
resources available showing the 
critical interrelation between urban 
history, street networks and 
transportation corridors, neighbor- 
hoods, buildings and land use. 


These maps are at the heart of an exhibition and a book, WASHINGTON through TWO CENTURIES 
in MAPS and IMAGES, The History and Future of Urban Development and Travel in the VEnfant City 
and in the National Capital Region. The maps, and the exhibition and book that are based on the 
maps, show how our National Capital and by extension all cities have been shaped by changing 
transportation technologies. 

Our problems are to design urban transportation investments that satisfy the wider objectives of 
our citizens, and to fit modern arteries carrying large volumes of high-speed traffic into urban and 
valued natural landscapes, sensitively. These problems can only be solved by transportation profes- 
sionals, elected city officials, city planners, and affected citizens working together. By putting these 
problems in their historic context, these maps may contribute to that joint effort. 

The Washington, D.C., maps are based on work done for the Chicago Crosstown Corridor. This 
22-mile long by one mUe wide corridor was mapped, with every building drawn and color-coded by 
use, at a scale of 1" = 200'. Critical sections were drawn in axonometric (3-dimensional) projection. 
Checking against these maps, citizens could determine how alternative transportation proposals 
affected their homes and communities. The maps of the center of Washington were begun by Univer- 
sity of Maryland students on contract in the summer of 1973, in preparation for a year's urban design 
study of the Nation's Capital. Work on the maps was continued 
by professional architects/engineers, describing the city at six •- j 

different periods in its history They were completed in 1998 


Joseph Passouneau & Partners 

^i.i^i ^:.y::,\. 

'jt .'hi 





The Design for Transportation National 
Awards Program is sponsored by the 
U.S. Department of Transportation. 


U.S. Department of Transportation 

400 7th Street, SW 
Washington, DC 20590 

Eugene Conti, Jr. 

Assistant Secretary 

for Transportation Policy 

Linda Lawson 

Director, Office of Transportation 
Policy Development 

USDOT Design Awards 
Program Coordinators 

Robert Stein 
Kenneth Reinertson 

Office of the Secretary of Transportation 

DOT Design Awards 
Working Group 

Geoffi-ey Abbott 

United States Coast Guard 

Nick Artimovich 

Federal Highway Administration 

Evie Chitwood 

Maritime Administration 

Edward Graham 

National Highway Traffic 
Safety Administration 

Ann Hooker 

Federal Aviation Administration 

Karen McCIure 

Federal Railroad Administration 

Ed MeUsky 

Federal Aviation Administration 

Kenneth Reinertson 

Office of the Secretary of Transportation 

Robert Stein 

Office of the Secretary of Transportation 

James Wang 

Federal Transit Administration 

Special Acknowledgements 

USDOT Design Awards 

Program Consultant 

Thomas Grooms 

General Services Administration 

Publication Design 
Cox & Associates, Inc. 
Silver Spring, MD